The Making of
Mughal Road
INTRODUCTION
BRIEF HISTORY
CHRONOLOGY OF EVENTS
SALIENT FEATURES
CHALLENGES
ENCOUNTERED
Introduction:
Mughal Road Project is located in the state of Jammu & Kashmir and falls in
the Pir-Panjal ranges joining Poonch and Shopian districts.
KEY PEOPLE
The Mughal Road connects the Poonch and Shopian districts at a longitude of
EQUIPMENT USED
74-22' & 74-50' and latitude of 33-37' & 33-43'. The length of the proposed
road is 83.90 kms.
FASCINATING FACTS
Historically, the route was traversed by the armies of Mughal Emperor’s
Akbar, Jahangir and Shahjahan. Now, after a period of 424 years, the Mughal
Road will come alive once again as an alternative road linking the border
territories of Jammu & Kashmir to the rest of the nation.
Apart from serving as an alternate highway between Srinagar and Jammu the
Mughal Road will also create an environment, which would help to facilitate
greater inter-regional culture and economic exchanges. The geographical
isolation of the specific areas, which discouraged people-to-people contact
will end and greater economic activity between the regions would follow,
especially in respect of Poonch and Rajouri districts which has remained cut
off from direct contact with the valley for the last 57 years.
The construction of Mughal road forms part of the state government’s
development plan with support from the GOI (PM’s Package).
HCC is the first engineering company in India to have all three international certifications for Quality, Occupational Health & Safety and Environment
A Brief History:
During ancient times, the Mughal Road was abuzz with traffic of the caravans of Mughal emperors and
their armies to keep control of Kashmir. It was used for travel to the Kashmir valley for administration
and hence named - `Mughal Road’.
Keeping in view the growing needs of transport and the fact that Srinagar-Jammu NH1A remains
frequently closed to traffic due to land slides, Mughal Road was identified as an alternative
communication link between Jammu & Srinagar. The project was launched in 1969 and several attempts
were made by the government to execute the work. Finally, the State Government decided to handover
the construction of Mughal Road to BRO in 1988-89. But the work was abandoned when insurgency
broke-out in the state in 1990.
Finally, in September 2000 it was decided that the Government would execute the project directly and
directed JKPCC to prepare a Detailed Project Report. In 2001, JKPCC hired the services of M/s RITES
who approached Survey of India (SOI) & National Remote Sensing Agency (NRSA) for Satellite Imagery.
M/s RITES prepared a feasibility report and proposed a total cost of Rs 159.00 Crs. The report was
submitted in 2002 to the Government. The case was taken up with MOST in 2003 for necessary
approvals. The cost of Rs 159.00 Crs as projected above is based on the M/s RITES Feasibility Report of
2001 on the basis of 1998-BRO Schedule of Rates. Accordingly, the said 83.90 Kms bituminous road
was put to tender in June 2005 under the Prime Minister's reconstruction programme. This led to the
award of contract to M/s Hindustan Construction Co. Ltd, Mumbai at Rs 214.40 Crs.
Chronological development
1969: Notified in 1969 (SRO-106, Dt.21-02-1969) under the name of Shopian-Dubjan-Alliabad Road.
1977: Taken up for execution in 1977 and formal AA was accorded in 1985.
1990: Single lane track 30 Kms, in stretches completed and work stopped due to militancy.
1998: Mr. I.K.Gujral, the then Prime Minister announced construction of Mughal Road
1999: Preliminary Feasibility Report (PFR) prepared by RITES with an estimated cost of Rs.159 crores.
2004: The road was sanctioned under PM's Reconstruction Plan of 2004.
2005: Foundation laid in October 2005.
2006: Work resumed in March 2006. Total length of road envisaged: 83.9 Kms (Double lane)
·
The work on present Mughal Road with double lane was allotted to HCC in Feb. 2006.
The Project's A.A was accorded with a project cost of Rs.255 crores.
·
In May 2006, PIL filed by Sh. Fayaz A. Khudsar, Sole Trustee of Bio-Diversity Conservator of India,
Krishen Nagar, Delhi.
2007: Supreme Court cleared the PIL on 27th July 2007 and environment clearance was also provided.
2008: DPR prepared in March 2008 costing to a tune of Rs.639.85 Crores.
Salient features of Mughal Road
Name of the project:
Mughal Road {Bafliaz (Poonch) to Shopian (Pulwama)}
Scope of Work:
Surveying, Investigating, Designing, Planning & Execution of Mughal
road from Bafliaz (Poonch) to Shopian (Pulwama)
Brief description of the project:
Two-lane bituminous pavement road of length 83.90 km including
widening & strengthening of existing carriageway
Name, Designation of Employer: The Governor of Jammu & Kashmir, Jammu / Srinagar
Contract Value:
Rs. 452.77 Crores (Rs 341.04 Crs – Pure work)
Time for Completion:
3 years from the start date for 214.40 Crs
Another 2 years for additional work of 126.64 Crs
No. of working fronts:
Two Fronts i.e. Bafliaz & Shopian
Bafliaz (Ch: 0+000)
Shopian (Ch: 83+900)
Major Specifications:
Carriage way width = 7.00 mtrs
No. of RCC Slab Culverts = 379 no's
No. box culverts = 5 no's
No. of minor permanent bridges = 13 no's
No. of months available:
Net 6 months available for working in a year
(May to November in a year – 1 month monsoon)
Road crust details:
As per the approved cross-section kept below:
Standard codes followed in design of the road:
Road design as per:
CD works design as per:
Pavement Design as per:
IRC:52-2001 & IRC:SP:48-1998
IRC:SP:13-2004
IRC:37-2001
Challenges Encountered in Project execution
o Engineering Challenges
The Mughal road alignment passes through an elevation of 5400 ft (min.) at Bafliaz – zero Chainage &
11500 ft (max.) at Pir Ki Gali i.e. Ch: 43+600. The road excavation had to be carried out in a virgin cut of
the hill as per the alignment finalized / approved by the Client. The road way was accessible for a length
of 20 kms on the Shopian side & 14 kms on the Bafliaz side at the time of award of the Contract. The
remaining portion of the alignment 53.9 kms ~ 54 kms (83.9-(14+20)) was inaccessible. The Survey
team started working from Ch: 20 on Shopian side and from Ch: 14 from Bafliaz side.
The survey team could conduct the survey up to Ch: 29 on Shopian side and up to Ch: 28+000 on
Bafliaz side in Phase – I. In Phase-II, a special survey team (which is quite rigorous) was deployed to
complete the survey in the rest of the portion. The survey team was stationed at Ch: 34+250 (Aliabad
Sarai) on Shopian side and completed the survey from Ch: 29+000 to Pir-Ki-Gali. In a similar manner, the
second survey team stationed at Ch: 33+00 (Chattapani) on Bafliaz side completed the survey from Ch:
28+000 to Pir-Ki-Gali.
Pictorial representation of Survey conducted in 2 phases:
The area from KM: 20+000 to KM: 73+000 is a
complete no man land. There is no electricity available
and also no mobile connectivity. The conditions were
very similar to an Army operation. The survey teams
worked very rigorously in these adverse conditions,
took up the challenge of overcoming the elevation
factor, bad weather conditions (chilled weather in the
night), remoteness and other security barriers.
Despite these challenging conditions the survey was
completed in this critical topography by September
2007.
o Excavation Challenges:
After the completion of the Survey, the alignment was fixed in conjunction to the standard road
geometrics. The approvals were obtained from the Client and the excavation commenced along the
defined alignment. The team progressed upto Ch: 27+000 on either side of the Pir-Ki-Gali by end of
November 2007.
On the Bafliaz side, the team encountered thick & dense forest from Ch: 27 and the survey team
proceeded 0.5 kms ahead of the excavation team for pegging-down the alignment along with the Client
representatives.
Unlike the Bafliaz sector, on the Shopian side, the team encountered vertical cliffs in smaller lengths and
deep gorges till Ch: 31. At Ch: 31, i.e. Lalghulam region, our team faced a huge vertical cliff which posed
a challenge for stationing the the vertical drills for drilling the hard rock, as there was no space. It
became a stumbling block for the single lane connectivity in Shopian sector. The project team came up
with a solution of moving excavators from the top of the hill on the opposite side to cross this huge cliff.
So the excavators were marched from Ch: 22 (Sukh Sarai) to Aliabad Sarai with utmost precaution and
precision. The movement of excavators were measured precisely as the track was going through a steep
gradient of 65-70° to horizontal. After careful marching of one week, the excavators landed at Aliabad
Sarai i.e. on the further Chainage of the Lalghulam (4.5kkms ahead) and excavators started working in
the Pirpanjal ranges from Ch: 34.25 to Ch: 40.50 (PKG). High Speed Diesel (HSD) & other lubricants
were carried to these locations on ponies with a load of 40 ltrs each (2 barrels x 20 ltrs) per trip and so
the excavators were kept functioning from Ch: 35 onwards.
These efforts were taken by the HCC team in the interest of early single lane connectivity. The single
lane connectivity was achieved on July 31, 2008 in the said stretch.
Meanwhile the front heading team at Lalghulam traced out a path on the hill side and reached the top of
the vertical cliff and started the excavation from the top. Around 1.30 lacs cum of hard rock excavation
was completed on this particular stretch of 150 mtrs by the end of November 2011. The entire HCC team
reached Pir-Ki-Gali on December 3, 2008 to experience the sunset at 6.30pm at PKG i.e. at 11,500 ft
elevation.
The modus-operandi followed in completion of the Lalghulam stretch is explained below:
On the other side of the Mughal Road, i.e. on Bafliaz side, the team deployed 2 compressors and around
60 laborer for manual excavation from Pir-Ki-Gali to Bafliaz. This was a critical activity for making a
platform for positioning the excavators on the top of Pir-Ki-Gali.
After completion of the manual excavation, the excavators were moved in a similar manner to that of the
Shopian modus (opposite side hill track) and 8 excavators completed the excavation by end of November
2011. The single lane connectivity was made from Bafliaz to Pir-Ki-Gali on November 27, 2008 which was
made open to the locals from Poonch & Rajouri regions.
As of July 31, 2011 approximately 63 lac cum excavation has been carried-out, excluding slips and slides
quantities of 7 lac cum. Out of 63 lac cum, 31 lac cum is exclusively hard rock excavation and the
remaining 32 lac cum comprises of ordinary soil & soft rock. For execution of 31 lac cum hard rock
blasting; the quantity of explosives consumed was 500 MT (apprx.).
Snow clearance is a routine activity carried out at all the Himalayan projects. Every year, during March
and April, the accumulated snow needs to be cleared over the alignment to restart the work of the
Mughal Road. The pavement layers are executed only after evaporation of the moisture in the formation
width. Our engineers designed and executed an innovative, low-cost mechanism for snow clearance
from the roads. A dumper was fitted with a fabricated snow-clearing devise which has many
advantages: It can be used on any type of road surface. Its fabrication and operating cost is very low and
the snow clearing operation is easy and fast. In many parts where the snow fall was heavy, excavators
and dozers were also used for the snow clearance.
o Climatic Challenges:
Since the project corridor falls in the Himalayan ranges, the intensity of the cold is quite severe
especially during the snow season i.e. from Dec till April every year. The mercury dips to sub-zero levels,
of around -10°C and our team experienced -15°C at Ch: 7+000 (Shopian side). The water supply pipelines
(GI pipes) crack due to the freezing of water at night and subsequently, the water supply would get
affected during these months. The project team was stationed at Bafliaz and Shopian camp offices and
the work plan for the next working season and resources finalization had to be done for 3 months.
Snow intensity graph of the Mughal Road Project:
Heavy snow
Medium snow
Light snow
Red colour indicates
- Heavy intensity of snow (HCC experienced snow depth 20 ft)
Orange colour indicates - Medium intensity of snow (HCC experienced snow depth 10 ft)
Green colour indicates - Light intensity of snow (HCC experienced snow depth 5 ft)
o Safety & Security concerns:
The Project corridor is known as a high prone militancy area and so there were several limitations in
execution of the project. During the initial period, once the military patrolling was completed and the
clearance was given to HCC, only then would the equipment and the workmen would start functioning
at their respective chainages. This situation continued till end of 2007. Extended hours of functioning was
completely restricted in both the sectors. Round the clock operation could not be implemented due to
these peculiar security concerns.
o Logistics
Due to the prevailing security scenario, the explosives required for the hard rock excavation were stored
in nearby police stations. In Bafliaz the explosives were stored in Surankote Police station i.e.15kms
away from Bafliaz towards Poonch. In Shopian sector; a separate police station was constructed by HCC
and handed over to the local administration at Hirpora i.e. at Ch: 72+000.
The blasting operation had to be conducted under the strict supervision of the local police who
accompanied the HCC blasting team on daily basis. A regular mock drill was maintained and separate
transportation was provided by HCC in the form of a mini bus / utility van for transport of the police
personnel to the work site.
Blasting under police protection
o Psychological Conditioning:
As regards the execution of the works, the remoteness of the project site was a major concern.
Recruitment of the officers / engineers who were to be stationed at the project became a major
challenge. Initially, the non-availability of mobile connection in the Shopian sector and non-availability of
landline & mobile connection on the Bafliaz side demoralized the engineers / officers and generated
loneliness. Due to the project’s remoteness and also the fear psychosis caused(because of militancy),
officers could not be retained on the project.
In order to retain the officer/engineers, HCC had to bear additional expenditure towards keeping the
whole officers team with HCC during the snow season. Few of the site engineers were sent to other
projects on deputation for 3 months. Workmen were sent on leave for the snow season and they used
to resume their duties in April.
A major portion of the works was of RR Masonry, and this required 800 no's (Mason + Labour) every
year. Labour required for the masonry works was deployed from Doda, Kistwar and Surankote regions.
Labour could not be hired from other states because of the elevation factor and acclimatization
concerns. Hence, project was completely dependant upon the local labour only.
With the available local labour, HCC executed 308 no's culverts & 4 bridges with composition of:
Masonry works
Concrete works
Reinforcement
= 74,226 Cum
= 25,802 Cum
= 847 MT
Key people behind the making of Mughal Road
Apart from the J&K state government officials who paved the way for execution of the Mughal Road
Project, the following HCC officers made significant contributions towards the making of the prestigious
Mughal Road:
Name
Designation
Experience
Mr. Mathew Marcus
Project Manager
47 years of vast experience in roads.
Majority experience is in hill roads.
Mr. P K Mohanty
Dy. Project Manager
22 years in the construction industry
Mr. Mohan Kumar Kolli
Contracts & Planning Manager
8 years in the construction industry
Mr. MK Sinha
Project Equipment Head
23 years in the construction & equipment
maintenance industry
Mr. BN Sahoo
Quality Control Manager
17 years in the construction & quality dept.
o Late Mr. Kallol Mondal, DPM-Bafliaz contributed since inception till Apr'2009.
o Mr. I S Arya, DPM-Shopian contributed since inception till May'11. On May 14, 2011, he left HCC.
In addition, senior officials from the Head offices also contributed their best to the project team.
Equipment used:
Excavators
Dozers
Graders
Dumpers
JCB
Loaders
Vibratory Compactors
Static Rollers
Tandem Rollers
Crushing plant
Hot Mix Plant
Batching Plant
Crane
Compressors
Drilling equipment
Bore well for HR drilling
40 no's
06 no's
04 no's
106 no's (61-Bafliaz+45-Shopian)
06 no's
02 no's
05 no's
04 no's
04 no's
02 no's
02 no's
02 no's
01 no's
28 no's
30 no's
01 no's
Mughal Road - Fascinating Facts
On completion of Mughal Road, the distance from Poonch to Srinagar will be reduced significantly from
541 kms to 174 kms only i.e. a reduction of 25 hours travel time. Poonch & Rajouri districts will be
connected to the Kashmir valley and get benefit from the medical & educational facilities available in the
Kashmir valley.
A 67% reduction in the distance i.e. the saving of 367 kms (541 kms to 174 kms) leads to the following:
o Reduction in wear & tear of the 1000 CVPD (Commercial vehicles per day)
o Reduction in the expenses by the road users in traveling i.e. less HSD consumption resulting in
preservation of energy
o Cost of Kashmir commodities will becomes cheaper (Before Mughal Road, Kashmir apple were sold
for Rs 50 per kg in Poonch & Rajouri whereas after Mughal Road, apple were sold at Rs15 per Kg.).
o The Mughal road was originally known as Nimak road (salt
A paradise to heaven – Scenic beauty:
route) before the conquest of Kashmir by Mughals because
salt was exported to Kashmir from Western Punjab via this
route. It was a pedestrian road where only ponies and
horses could passed through.
o With the conquest of Kashmir by Emperor Akbar in 1586 AD
this road gained in importance because it was the shortest
route between Lahore and Srinagar.
o Emperor Akbar has visited Mughal Road twice, Jahangir 13
times, Shah Jahan and Aurangzeb once in their lifetime.
o With the movement of Mughal caravans, the small pedestal
path was converted into a wide road which was fit for the
movements of elephants, camels, loaded animals, Mughal
forces and caravans.
o For the first time the widening work on this road was
Noori Chamb: An ancient water fall still found
perennial (7kms from Bafliaz)
started in 1587 AD on the eve of the first visit of Emperor
Akbar to Kashmir. As per Iqbalnama Akbari, 10000 labourers
and masons worked day and night on this road for months
together before the visit of Emperor Akbar. However, the
main work took place during the period of Emperor Jahangir.
He had ordered an Iranian Engineer Ali Mardan Khan for the
construction of Mughal road, Sarais, Mosques, Baradaries,
Hamams alongside the road for the conveyance of the royal
caravans of the Mughal.
o Ali Mardan Khan divided Mughal road into 14 Paraves
(halting stations) from Lahore to Srinagar which was 246
mile long route. But the actual Mughal road orginated from
Gujrat town which was 70 mile away from Lahore and 176
Pir-Ki-Gali: Ziyarat at Pir-Ki-Gali EL: 3492 mtrs
(40.5 kms from Shopian)
mile from Srinagar. The main halting stations constructed on
this road were Gujarat, Bhimber, Saidpur, Nowshera,
Chingus, Rajouri, Thanamandi, Bheramgala, Poshiana,
Aliabad Sarai, Hirpur, Shopian, Ramu, and Kanakpura. The
interval between each station was varying from 10 to 15
miles keeping in view the geographic conditions of the area.
The journey from one station to another was completed in
one day.
o Ali Mardan Khan also constructed Baradaries, Hamam,
Mosques, Sarais and Forts on these halting stations while
the natives constructed their houses around these stations
with the help of local Rajas and Mughal Governors. In this
manner, small townships on almost all the halting stations
had emerged during Mughal period and this road had
become the centre of hustle-bustle.
Aliabad Sarai: Scenery at distance of 34.25 km
from Shopian
o The decision for the construction of the 84 kilometer
Mughal Road from Bufliaz Poonch to Shopian Kashmir was
taken in 1978 by the then Chief Minister Sheik Mohammad
Abdullah to provide an alternate route to Kashmir valley.
However, the work started in 1981. The original cost of the
road was Rs 18 crore. The work was started on both the
sides from Shopian and Bufliaz for which two Mughal road
divisions were created. After the death of Sheikh
Mohammad Abdullah in 1982, the pace of work slowed
down. Finally, this road was suspended in 1985 due to
some observations of the Defense Ministry.
o Keeping in view the chronic public demand the construction Sukh Sarai: An ancient building (28km from
Shopian)
of the Mughal Road was included as part of then Prime
Minister’s Reconstruction Programme during 2005. Two
Mughal road divisions were revived at Surankote and Hirpur
under the supervision of a Superintending Engineer with a
station at Srinagar. Mufti Mohammad Sayed, who was the
CM of J&K then, laid the foundation stone for restarting the
work at Bufliaz and Hirpur on October 1, 2005, but the
actual work was started during February 2006.
o This road will boost commercial avenues in the border
districts of Poonch-Rajouri, exploit the tourism potential of
the Pir Panchal region and improve the economic conditions
and life style of the people.
o Mughal road has also gained in importance with the
Old trace-cut still found available
opening of the Poonch-Rawalakote road and trade across the LOC. The fruit growers of Shopian and
Pulwama shall be able to export their fruits to POK via the Mughal road-Poonch-Rawalakote road
which directly links the six districts of POK : namely Bagh, Sudhnutti, Rawalakote, Kotli, Bhimber and
Mirpur. Therefore, it is expected that new townships, colonies, hotels and restaurants shall rapidly
come up on the Mughal road from Bufliaz to Shopian for the convenience of tourists and travelers.
o The eight hour journey on the Mughal Road showcases the attractive scenery of Noorichum,
Ratachum, Pir Marg, Aliabad, Sukh Sarai valley and Dubjan enroute.
o There are a number of lush green areas, high pasturelands and scenic spots along side the Mughal
Road from Pir Pass (12000 feet) to Rattan Pir (8600 feet). On the other hand Dubjan, Sukh Sarai
Valley, Aliabad and Pir Marg also fall on this road on the Kashmir side. These virgin hill stations and
nature blessed spots shall be a visual treat for the tourists.
o A number of peaks around the road like Tatakuti, Ganga Choti, and Kagalana shall be the point of
attraction for the climbers. There are a number of passes which are suitable for trekking purpose.
o The valley of seven lakes like Nandansar, Chandansar, Neelsar and so on located on the upper
reaches of Pir Panchal in between 12000 feet to 15000 feet above the sea level is only seven
kilometer from Aliabad sarai.
o The unique cultural heritage of the nomadic tribes of Pir Panchal region, their traditions, dresses,
distinct lifestyle, melodious folklore, shrines, sarais and ruins of Mughal period shall boost the
heritage tourism in the region.